Hazard Perception in Driving

Abstract

Hazard perception in driving refers to a driver’s ability to anticipate potentially dangerous situations on the road ahead and has been the subject of research for over 50 years. It is typically measured using computer-based hazard-perception tests and has been associated with both retrospective and prospective crash risk, as well as key crash-risk factors such as distraction, fatigue, alcohol consumption, speed choice, and age-related declines. It can also differentiate high- and lower-risk driver groups. The problem is that it is also a skill that appears to take decades of driving experience to acquire. This raises the question of whether it is possible and practical to accelerate this learning process via assessment and training in order to improve traffic safety. We have evidence that, in contrast to most driver education and assessment interventions, hazard-perception testing and training appear to have the capability to reduce crash risk. For example, the inclusion of a hazard-perception test in the UK driver licensing process has been estimated to reduce drivers’ non-low-speed public-road crash rates by 11.3% in the year following their test.

Drivers' Assessment of Hazard Perception

“…Drivers' aptitude in detecting and responding to potentially dangerous driving events is associated with crash risk (Egea-Caparros et al, 2016;Horswill, 2016). This process has been termed hazard perception (Egea-Caparros et al, 2016), which includes detecting and if necessary, responding to dangerous driving events.…”

“…This process has been termed hazard perception (Egea-Caparros et al, 2016), which includes detecting and if necessary, responding to dangerous driving events. Research has shown that drivers' hazard perception skills are affected by driving experience (Crundall, 2016;Egea-Caparros et al, 2016;Parmet, Borowsky, Yona, & Oron-Gilad, 2015), age (Horswill et al, 2008), and skills in detecting anticipatory or environmental cues such as crosswalks and intersections (Horswill, 2016;Parmet et al, 2015). Horswill (2016) has identified the need for drivers to gain a sufficient level of hazard perception skills in order to reduce crash risk.…”

“…Several countries such as, U.K., Australia, and Netherlands require drivers to complete a computer-based hazard perception test as part of the licensure exam (Horswill, 2016). Although not required in the U.S., a U.S.-based hazard perception training program, namely Risk Awareness and Perception Training (RAPT), has been utilized in several recent studies providing promising results (cf.…”

“…McDonald, Goodwin, Pradhan, Romoser, & Williams, 2015). Training programs such as this, were developed to accelerate the acquisition of hazard perception skills (Deery, 1999;Horswill, 2016;McDonald et al, 2015), which are otherwise gained through increased driving experience (Egea-Caparros et al, 2016). Some early results showed that male (but not female) drivers who completed one session of the RAPT, were involved in significantly fewer crashes within one year proceeding training compared to control participants (Thomas, Rilea, Blomberg, Peck, & Korbelak, 2016).…”

Looking to the future of visual assessment using driving simulation

“…Policy-makers have turned to video-based tests, where individuals passively view real-world footage and are required to respond when a hazard is observed (Grayson & Sexton, 2002). There is growing evidence that performance scores from videobased hazard perception tests are associated with level of crash involvement (Horswill, Hill, & Wetton, 2015), and can distinguish between broad groups of drivers, such as novices or experienced drivers (for reviews see Horswill, 2016a;2016b. Whilst video-based tests are easy to administer and can discriminate between large groups there are some issues with using video-based tests for individual road safety assessments with older drivers. The first major issue is that participants are not actively in control of the vehicle during these tests.…”